Locomotive exhaust mechanism.



PATENTED OCT. 9, 1906.

G. J. HATZ. LOCOMOTIVE EXHAUST MECHANISM.

APPLICATION FILED FEB. 23. 1906 3 SHEETS-SHBET l.

IlA ll PATENTBD 00T. 9

G. J. HATZ.

LOCOMOTIVE EXHAUST MECHANISM.

APPLICATION FILED FEB. 23, 1906.

3 SHEETS-SHEET 2.

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PATENTED 00T. A9, 1906.

G. J. HATZ. LOCOMUTIVE EXHAUST MECHANISM.

APPLICATION FILED FEB.23. 1906.

3 SHEETS-SHEET 3 I l L usual smoke box and stack at the front end,

'UN STATES Pf onine\\an v' Gf'ijiorcfn HATZ, or BLooMiuGroN, iLLiNors.

To all whom it may concern:

Be it known that I, GEORGE J. HA'rZ, a citizen of the United States, residing at Bloomington, in the county of McLean and State of lIllinois, have invented certain new and useful Improvements in Locomotive Exhaust Mechanism, of which the following is a specification.

The invention relates particularly to a steam-locomotive which is provided with the and especially to the arrangement for accelerating the draft through such parts, all of which will more fully hereinafter appear.

The principal object of the invention is to provide simple, economical, and efficient means for accelerating the draft of a steamlocomotive.

The invention consists in the features, combinations, and details of construction hereinafter described and claimed.

In the accompanying. drawings, Figure 1 is a longitudinal sectional elevation of the front end ofv a locomotive-boiler, taken on the line 1 of Fig. 2 looking inthe direction of the arroW, showing the parts as they appear when constructed and arranged in accordance with these improvements; Fig. 2, a cross-sectional elevation taken on the irregular line 2 of Fig. 1 looking in the direction of the ar'- row, a portion of the stack and extension being also shown in section; Fig. 3, a plan sectional detail taken on line 3 of Fig. 2 looking in the direction of the arrow; Fig. 4, a lan view of the steam-j et ring looking at it om above; Fig. 5, a front end elevation of a locomotive embodying these improvements;,and

Fig. 6, a side elevation of a portion of the front end of the locomotive shown in Fig. -5.

In constructing a locomotive in accord- 'ance with these improvements a boiler ortion a is provided having the usual flues extending therethrough to the flue-sheet c at the front end of the locomotive. The front end of the locomotive-boiler is provided with the usual smoke-box d, formed by the forward cylindrical extension c thereof, as shown particularly in Figs. 1 and 6.

It is very. desirablevto provide convenient and eiiicient means for accelerating the draft of the locomotive and to so arrange ythe mechanism that a minimum amount of fuel in the nre-box may be consumed rwhile the engine is at a standstill, and yet keep the fire from going out. To accomplish this', the usual stack portion f is provided and secured Specification of Letters Patent.

,Application filed February Z3, 1906. Serial No..302,514.

.' nocoiuorlvE EXHAUST MoHANlsM.

Patented oct. 9, 1906. j

to the cylindrical extension e of the locomotive in the usual manner and directly over and in line with the usual exhaust-nozzle g. As is well known in such instances, the eX- haust-nozzle gis connected with the exhaust Y of the engine-cylinders g and g2 in the usual manner, so that when the locomotive is running the exhaust-steam therefrom is forced through the smoke-stack, and thereby. increases the draft in the {ire-box, all of Which is well known and understood by those.

skilled in the art. To increase this feature of the locomotive and at the same time minimize the danger oflive sparks passing out of the locomotive, as Well as-.to,. maintainfthe fir/e in the fuel-chamber while the engine is at a standstill, I provide What I prefer to term a secondary stack h and nest it inside of the main stack and concentric therewith,4 as shown particularly in Figs. 1 and 2. The bottom portion of this secondary stack is provided with a flaring portion h', and a depending petticoat portion '5, extending into the smoke-box, as shown particularly in' Figs. 1 and 2, and forming a practical con-' tinuation of the main stack, is also provided. The main and secondary smoke-stacks are secured together by means of`a)pluralityl of artitions j, (see Fig. 3,) extending vertically etween'the same, so as to form four vertical 'chambers 7c therebetweenthat is,` what would otherwise -be an unbroken annular chamber is divided into four draft-compartments.

Arranged beneath the petticoat of the main stack is what I prefer to term a fluidpressure jet-ring Z, formed of a hollow annulus or ring ortion having an annular chamber m. Tiie loweri portion of this ring is imperforate, while the upper portion, 'as

shown particularly in Fig. 4, is provided with a plurality of nozzles or perforations "n, arranged under and directly in line with the draft-compartments c, as I prefer' to term them. This steam-jet ring is connected, by means of the pipes p and p pr ehferably, with the live-steam channel of the locomotive,

though it can be connected with the exhaustp IOS struction and arrangement it will be seen that when the engine is going a continuous draft is forced through these draft-compartments, which assists 1n carrying out with it a larger portion of the spent gases and products of combustion, thereby accelerating in an efficient manner the draft in the fire-box. At the same timefit will be understood that this is an additional means to the artificial draft created by the usual exhaust-nozzle g.

The advantage of the resent construction is that the exhaust-nozz es contained therein can be at least thirty per cent. larger than the exhaust-nozzles in the usual constructions, thereby relieving back pressure in the cylinder during the running of the locomotive, saving Wear and tear on the machinery, and making the engine ride much better. It will also be seen that the locomotive engineer has at his disposal the equalizing of the draft through the smoke-stack, so that the fuel consumption is perfected thereby and a better or more perfect combustion takes place when the engine is in operation.

Continuing the description of the construction shown i'n the figures, a third detached intermediate pipe q is provided and arranged in line with the axis of the secondary stack directly underneath its hood and between it and the opening in the exhaust-nozzle g. It will be seen, therefore, that there are three open ings through which exhaust steam, gases, and products of combustion may find a passage from the smoke-box to the outer airthat is, through and under the hood g or ins termediate stack, through and under the hood h of the secondary stack, and through and under the hood portion of the petticoat fi.

To further assist in the operations of the engine, a steam-supply pipe r is provided and connected with a source of live-steam supply, preferably the dome portion. (Not shown.) This steam-supply pipe r may be provided with a valve that can be operated from the engine-cab, so that when the engine -is standing still or even when it is running the engineer can furnish a supply of steam under pressure to the intermediate detached stack or pipe portion and maintain a minimum draft-that is, maintain a minimum draft when the engine is standing still and increase the draft when it is running. These supply-pipes-one for live steam r and those for the exhaust-steam p and p-are provided with check-valves s, s', and t to prevent the return flow of pressure. An inspection of Fig. 6 will show that live steam may be fed through pipe 7*, which is also connected by means of a branch pipe r with the pipe p', Where the check-valve t prevents steam from passing from the pipe p to the pipe 1". By

this arrangement it will be seen that live steam when desired can be fed not only to the intermediate detached stackq, but also to the steam-jet ring m to assist 1n the draft when the engine is standing still, all of which will be understood and appreciated by those skilled in the art.

It is believed that an engine equipped with these improvements will not only have a better'draft While the locomotive is in operation and when at a standstill, but that, as already suggested, it will ride better on account ofthe increase in size of the main exhaustenozzle. Further, an engine equipped with this invention can use a poorer grade of coal further without forming any clinkers to speak of, and, finally, the cleaning of the front end also prevents the boiler from getting hot and cracking, which is quite an item of expense to the large railroads, in that the boiler-fronts have to be frequently renewed on this account.

The draft-chamber, as shown in Fig. l, is provided with a piece of Wire mesh u, arranged, as shown, in combination with an imperforate baffling-plate or apron w, forming therewith a substantial U-shaped portion, one wall of which is imperforate. Arranged at the front box of this U-shaped portion of reticulated material, as shown in Fig. 1, is a perforated diaphragm that prevents the piling up of the sparks and ashes in front thereof. This perforate diaphragm is placed in an unusual position in a locomotive constructed in accordance with these improvements. Usually it is rear of the exhaustnozzle; but I have found it the better practice in this type of construction to place it as shown in Fig. 1.

I claim- 1. In a locomotive of the class described, the combination of a boiler portion provided with a smoke-box at the front end, a mainstack portion arranged over the usual smokebox, a secondary stack concentrically nested therein and providing one or more draft-coinpartments therebetween, and means for introducing steam or other fluid under pressure through such draft-compartments, substantially as described.

2. In a locomotive of the class described, the combination of a boiler portion provided with the usual smoke-box at the front end, a main-stack portion secured to the locomotive above the smoke-box, a secondary stack concentrically nested therein extending down into the smoke-box and providing one or more draft-compartments therebetween, a petticoat portion forming a continuation of the main-stack portion surrounding the secondary-stack portion in the part thereof located in the smoke-box, and a hollow ring or annulus connected with a source of steamsupply for forcing a supply of steam or other fluid under pressure through the draft-compartments between the main and secondary stacks, substantially as described.

3. In a locomotive of the class described, the combination of a boiler portion provided with the usual smoke-box at the front end, a z 5o main-stack portion secured to the smoke-box and extending upwardly therefrom, a secondary stack concentrically nested therein and extending down into the smoke-box and provided with a flaring portion at its lower end forming one or more draft-compartments between it and the main stack, a petticoat portion depending into the smoke-box forming a continuation of the main stack and provided with a flaring portion at its lower end, a hollow ring or annulus encircling the secondarystack portion under the petticoat portion and provided with one or more openings through its upper surface for introducing a supply of steam into and through the draft-compartments between the main and secondary stacks, and pipe mechanism connecting the hollow ring or annulus with a source of steam-supply, substantially as described.

4. In a locomotive of the class described, the combination of a boiler portion provided with the usual smoke-box at the front end, a main-stack portion secured to the smoke-box and extending upwardly therefrom, a secondary stack concentrically nested therein and extending down into the smoke-box and provided with a flaring portion at its lower end forming one or more draft-compartments between it and the main stack, a petticoat portion depending into the smoke-box forming a continuation of the main stack and provided with a flaring portion at its lower end, a hollow ring or annulus encircling the secondarystack portion under the petticoat portion and provided with one or more openings through its upper surface for introducing a supply of steam into and through the draft-compartments between the main and secondary stacks, pipe mechanism connecting the hollow ring or annulus with a source of steamsupply, a main exhaustnozzle connected with the locomotive engine cylinders arranged underneath and in line with the axial center of the main and secondary stacks, and

an intermediate stack orn pipe portion g ari' ranged between the opening of the exhaustnozzle and the secondary stack, substantially as described.

5. In a locomotive of the class described, the combination of a boiler portion provided with a smoke-box at its forward end, a mainstack portion secured thereto and extending upward therefrom directly above the smokebox, a secondar T-stack portion concentrically nested therein and extending from end to end of the main-stack portion provided with a flaring portion'at its lower end and forming one or more draft-compartments therebetween, a petticoat portion depending into "the smoke-box and forming a continuation of the main stack and provided with a flaring portion at its lower end, a main exhaust-nozzle located at the lower portion of the smoke-box in line with the axial center of the secondary stack and connected with the exhaust of the locomotive-engine cylinders, an intermediate stack or pipe portion provided with a lower Haring portion arranged between the main exhaust-nozzle and the secondary-stack portion, a hollow steam-j et ring or annulus surrounding the secondary-stack portion and provided with a plurality of nozzles or openings in line with the draft-compartments between the main and secondary stacks, pipe mechanism connectin this steam-j et ring with the steam-channe of the locomotive-engine cylinders, a second pipe 1' connected with a source of live-steam supply and having its main opening arranged in the intermediate stack or pipe, and a branch pipe r connecting the pipe r with the pipes leading to the exhaust and steam jet ring, substantially as and for the purposes described.

THOMAS F. SHERIDAN, ANNIE C CoUR'rNAY. 

